Tie-preserving cylinder-car.



No. 8085/61. PATBNTED JAN. 2, 1906. BBB.KUGKUGK.

TIE PRESERVING CYLINDER GAR.

APPLIOATION FILED AUG. a1, 1905.

I 2 SHEETS-SHEET 1.

Iman/Zorn N0. 808,761. PATENTED JAN. 2, 1906.

B. B. B. KUGKUGK.

` TIE PRESERVING CYLINDER GAR.

APPLICATION FILED AUG. 31. 1905.

2 SHEETS-SHEET 2.

which they are exposed in use.-

UNTTED STATES PATENT OFFIOE.

TIE-PRESERVING CYLINDER-CAR.

Specification of yLetters Patent.

Patented Jan. 2, 190e. i

Application filed August 31, 1905. Serial No. 276,557.

T0 LZZ whom t may concern:

Be it known that I, ERNST BENNO BER- THoLD KUcKUcK, a subject of theGerman Emperor, residing at Charlottenburg, Germany, have inventedcertain new and useful Improvements in Tie-Preserving Cylinder- Cars, ofwhich the following is a specification.

My invention relates to that class of tiepreserving cylinder-carsadapted to be used in connection with a cylinder or tank for introducingties to be treated into the cylinder,

supporting them therein during treatment, i provided with track-rails b,extending longiand removing them therefrom.

It relates particularly to the means for enabling the largest possiblenumber or bulk of ties to be handled in a tank or cylinder of a givensize.

The principal object of my invention is to provide a simple, economical,and efficient tie-preserving cylinder-car.

A further object of the invention is to provide a cylinder-car andtie-preserving cylinder adapted to enable the largest possible number orbulk of ties to be introduced into a cylinder or tank of given' size,supported therein during treatment, and removed therfrom. f

Other and further objects of the invention will appear from anexamination of the drawings and the following description and claims.

The invention consists in the features, combinations, and details ofconstruction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a transverse sectionalelevation of a tie-preserving cylinder-car and cylinder construct- -edin accordance with my improvements;

-side elevation of the car.

In the art to which this invention relates an air-tight tank is employedcapable of sustaining the desired pressure and containing fluid underpressure adapted to be forced into the ties to be treated for thepurpose of rendering them less susceptible to the detrimental effects ofatmospheric conditions to For this purpose it is very desirable that thetank or cylinder in which the ties are to be treated shall be as nearlyas possible of no greater dimensions than is essential to enable it tohold the desired number or bulk of ties. In other words, it is importantthat the car or carriage shall be of such construction and dimensions asto support the largest possible number of ties in the limited spaceafforded by the cylinder without diminishing the size of the car-wheelsto a detrimental extent.

In constructing a tie-preserving cylindercar and cylinder in accordancewith my improvements l provide a cylinder a in the form of a shell ofmetal of the necessary strength to withstand the pressure to which it issubj ected in operation and having an opening at one end thereofprovided with door mechanism which may be of any ordinary and wellknowntype adapted to form a tight cylinder when the door is closed. Thiscylinder is tudinally thereof, which are secured to its inner surface bymeans of brackets c, rivets d connecting the brackets, and thereby therails, to the cylinder, and bolts or screws e connecting the rails tothe brackets.

My improved cylinder-car is formed lentirely of metal and consists of aframe having longitudinal members formed of angle-irons f, arranged intwo pairs on opposite sides of the car, the two upright flanges of eachof such pairs of angles being connected by a channel-iron g, havingdepending side flanges, by means of rivets h, to the angle-irons,forming therewith hollow side sills and valso forming housings forreceiving supporting carwheels t. The channel-irons extend from end toend of the car-frame and cover the car-wheels mounted in such housings.Each pair of angle-irons, with the channel-iron secured thereto, thusforms a longitudinal sill of the necessary strength to withstand thestrains to which the car-frame is subjected in use, and they also housethe wheels and supaxles, as hereinafter described. The transversemembers of the car-frame consist of a pair of bent or curvedchannel-irons y', arranged at opposite ends of the car-frame and securedto the longitudinal members by means of gusset-plates 7c and rivets Z,so as to connect such longitudinal side sills and therewith form thecar-frame. ends of each ofthese transversely-extending channel membersare curved upwardly from the points at which they are secured to thelongitudinal members of Vthe frame, so that each of such transversechannel-beams forms a pair of curved side arms m, which extend upwardand outward at the necessary angle to conform substantially to thecurvature of the cylinder in connection with which the car is used.These transverse channel mem- ICO The opposite TIO bers are preferablyso disposed that their l bination of a car-frame consisting of a pair ofiianges extend outwardly and downwardly, their web portions being uponthe top sides thereof, and thus adapted to be rmly secured to thelongitudinal members of the frame, which extend over and rest upon theupper sides of such transverse members, as shown in Figs. 1 and 2.Braces n extend obliquely across the bottom portion of the io frame andare secured to the longitudinal members by means of rivets, so as toirmly brace the central portion of the frame, and the gusset-plates care in curved form, so as to conform to the curvature of the transvers erI5 channel members and provide a connection between them and thelongitudinal members of great rigidity and'strength and adapted tooccupy as little otherwise available space as possible. Each pair ofsupportin -wheels is 2o mounted upon an axle o, whic extendstransversely of the car, each of such axles being journaled in bearingsformed by metallic straps or journal-boxes p, secured to the lowersurface or transverse flanges of the longitudinal angle-irons or framemembers by means or bolts g and nuts r. By this means it will be readilyseen that the car-wheels are housed between the longitudinal members ofthe frame and that the journals or axles being mounted in the bearingssecured to the longitudinal members of the frame a framework of greatefficiency and strength is provided resting upon wheels which areinclosed largely within the main framework of the car, so that thewheels and frame occupy as little space as is consistent with efficiencyin operation. The outer ends of the transverse frame members areconnected by means of upwardly curved or arched bows s, the oppositeends of each of said bows being detachably secured to the transverse orupwardlyextending side frame members by means of hook portions 17inserted into perforations in the transverse channel-irons, andcollar-pins extending through perforations in the hook portions.

A guide v is mounted on the outside of each of the track-rails, and aguard u is secured to the car-frame, having a depending hook portionextending inside of and beneath each of the guide rails or plates, so asto slidably engage the under side thereof and hold the car upon therails.

I claim- 1. In a car of the class described, the combination of acar-frame consisting of a pair of hollow longitudinally extending sidesills, transverse frame members extending across the opposite ends ofsuch hollow longitudinal side sills connecting them and formingtherewith a car-frame, and car-supporting wheels extending into thehollow portion of the side sills for supporting such sills and therebythe car.

2. In a car of the class described, the comlongitudinally-extendingsills each formed of a pair of angle-irons having upwardly-extendingiange portions forming Va spacetherebetween, a top member extending oversuch space and secured to the upper edges of such iianges, transverseframe members connecting such longitudinal sills, and car-supportingwheels extending into the hollow portions of such longitudinal sills forsupporting the car-frame.

3. In a car of the class described, a carframe having longitudinal sillmembers provided with spaces therebetween for receiving car-supportingwheels, car-supporting wheels journaled upon and extending between suchlongitudinal sill members of the car-frame and housed thereby, andchannel-beams extending transversely across the car connecting suchlongitudinal sill members and having upwardly-curved portions at theiropposite ends forming side supports for the contents of the car.

4. In a car of the class described, a carframe having longitudinal sidesill members provided with spaces therebetween and having channel-beamssecured along the upper edges thereof forming hollow side sills,car-supporting wheels extending into the hollow portion of such sidesills, and axles upon which such car-supporting wheels are mounted.

5. In a car of the class described, a carframe having angle-ironsarranged in pairs on opposite sides thereof forming longitudinal sillmembers and forming spaces between the upwardly-extending iiangeportions of such angle-irons, channel-irons mounted between and securedto the upwardly-extending flange portions of 'such angle-irons andforming therewith hollow longitudinal sills having openings at thebottoms thereof, and car-supporting wheels mounted beneath and extendinginto the hollow portions of such sills.

longitudinal side sills, transverse frame members connecting such sidesills and provided with integral upwardly-extending end portions formingside supports for the contents of the car, axles rotatably mounted uponthe longitudinal side sills, and car-supporting Wheels mounted upon suchaxles and ex- IOO IOS

IIO

ture of the inner surface of the cylinder, andsupporting car-wheelsmounted upon the track-rails of the cylinder and extending into 15 thehollow portions of such hollow side sills.

In witness whereof I have hereunto signed my name, this 21st day ofJuly,1905, in the presence of two subscribing witnesses.

ERNST BENN() BERTHOM) KUCKUCK.

Witnesses HENRY HASPER, WILLIAM MAYNER.

